Fluid-pressure brake.



Patented'lune I0, |902. H. H. WESTINGHUUSE.

FLUID PRESSURE BRAKE. V

Application med Apr. 1. 1902.?

(No Model.)

NTTED STATES PATENT OFFICE.

HENRY H. WESTINGHOUSE, OF EDGEVVOOD PARK, PENNSYLVANIA, AS- SIGNOR TO THE WESTINGl-IOUSE BRAKE COMPANY, OF PITTS- BURG, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

FLUID-PRESSURE BRAKE.

SPECIFICATION forming part of Letters Patent No. 702,269, dated June 10, 1902.

Original application filed November l4,l892, Serial No. 451,937. Divided and this application filed April l, 1902. Serial Noi 100,949. (No model.)

To @ZZ whom t may concern:

Be it known that I, I-IENRY II.`WESTING HOUSE, a citizen ot' the'United States, residing in Edgewood Park, county of Allegheny, State of Pennsylvania, have invented or discovered a certain new and usefulImprovement in Fluid-Pressure Brakes, of'which improvement the following isa specification.

My invention relates to a .fluid-pressure brake system,` and has for its object Lo-pro# vide an improved construction of this type of apparatus having two or more brake-cylin-l ders, the supply of fluid under pressure to the additional brake cylinder or cylinders be- In order to secure this increased braking ef-V feet in emergency applications, I provide, in addition to the usual auxiliary reservoir,triple valve, and brake-cylinder, one or more additional brake-cylinders, the supply of pressure to which is controlled by the emergencyvalve or a valve operated by the emergencypiston, whereby during service applications the triple valve operates to supplyiiuid under pressure from the auxiliary reservoir to the first brake-cylinder in the ordinary wayV Without charging the additional brake-cylinder 5 but when a very rapid red uctiou of trai npipe pressure is made for an emergency application the triple valve makes a further traverse and supplies pressure to the emergency-piston, which then opens' the emergency-valve and admits fluid under pressure to the additional brake-cylinder, thus eiecting the application of thebrakes with maximum force. In connection with the additional brake-cylinder a means for obtaining a gradual reduction ofpressure therein may be employed, if desired, so that after an emergency application the braking force may be gradually reduced to correspond with the reduced speed ot' the train.

The improvement claimed is hereinafter fully set forth.

In the accompanyingdrawings, Figure lis a :plan view showing one form of an apparatus adapted to the practice of my invention. Fi g. 2 is a central longitudinal section through the triple valve and emergency-Valve, and Fig. 3 is'a similar 4view showing a modified arrangement. I

The. train-pipe lis connected, by means of branch pipe 2, with the nozzle 3 of the triplevalve device 4, the latter being connected to the brake-cylinder 5 and the pipe 6, leading from the auxiliary reservoir 7, as in the usual construction of the Westinghouse automatic air-brake system.

In addition to the above construction I provide the supplemental or additional brakecylinderv 8,` which is connected by a pipe 9 with port 17 in the triple-valve device 4 and communicates with the chamber 22 beneath the emergency-piston 1S. A valve 10 is placed in the pipe 9, between the two brake-cylinders 5 and 8, for the purpose of cutting off the communication to the additional brakecylinder S whenever desired.

The construction of the triple-valve device, as shown in Fig.2 of the drawings, corresponds -substantially with that of the ordinary quickaction triple valve as now used in the Westinghouse system,with the exception that communication between the chamber 22 above the emergency-valve 19 and beneath the piston 1S and the passages 16 and 15, leadingV to the first brake-cylinder, is closed, while a port 17 establishes communication between said chamber 22 and the pipe 9, leading to the second or additional brake-cylinder S.

In making service applications of the brake the operation of thisdevice is the same as that of the usual constructionthat is, a comparatively gradual reduction of pressure in the train-pipe causes the movement of the triple-valve piston 13 and slide-valve 12 and the opening of the graduating-valve, which permits a moderate flow of fluid from the auxiliary reservoir through the passages 2l, 16, and 15 to the brake-cylinder 5; but in making emergency applications of the brake a sudden and rapid reduction of train-pipe pressure causes such a movement ofthe triplevalve piston and slide-valve as to compress the emergency-spring 14 and open the supplyport to the emergency-piston 1S, which then opens the emergency-valve 19 and allows fluid under pressure in the train-pipe vto open check-valve 2O and iow through port 17 and pipe 9 to the additional brake-cylinder S. The pressure will then increase in brake-cylinder 8 until it is substantially equal to the train-pipe pressure, at which point the checkvalve 2O is closed. In the meantime the rst brake-cylinder is being charged from the auX- iliary reservoir through the large direct port in the triple valve and the brakes are applied with their maximum force. The pressure iu each brake-cylinder will then be slightlyless than what it would be in a single brake-cylinder employed with the usual form of Westinghouse quick-action triple-valve device; but the combined pressures of the two brakecylinders are considerably greater than can be secured in the case of the single brake-cylinder.

A small exhaust-outlet passage 1l is provided i'or the second brake-cylinderS in order to give a gradual reduction of the force with which the brakes are applied, and the size of this leakage port or passage is so proportioned as to secure the proper rate of reduction to correspond with the diminishing speed ofthe traiu and avoid sliding the wheels. A speedgoverning device-such as shown, for instance, in PatentNo. 218,149, issued to George lVestinghouse August 5, 1S79-may be used to control the outlet-passage 1l, if desired.

Fig. 3 shows a modification in which the emergency-piston actuates two valves 19 and 23, and the space between these valves communicates, by means of openings 24, with the passage 16, leading to the first brake-cylinder 5. The operation of this form of my device is substantially the same as shown in Fig. 2, except that in emergency applications train-pipe fluid is admitted to the additional brake-cylinder through the openings controlled by valves 19 and 23, and some may also be supplied to the first brake-cylinder through the openings 24. In either case it will be observed the supply of iiuid to the second or additional brake-cylinder is controlled by the movement of the emergency-piston, the supply of pressure to actuate said pistou being governed by the movement of the triple valve.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In an air-brake system, the combination with the triple and emergency valves, of a second brake-cylinder controlled by said emergency-valve, substantially as set forth.

2. In an air-brake system, the combination with the triple and emergency valves, of a second brake-cylinder and a piston therein operated by train-pipe air and controlled by said emergency-valve, substantially as set forth.

3. In an air-brake system, the combination with the triple and emergency valves, of a chamber interposed between them, a port therein closed by the emergency-valve and an emergency brake-cylinder connected to said chamber to receive train-pipe air through the emergency -valve, substantially as set forth.

4f. In an air-brake system, the combination with the triple and emergency valves, of a chamber below the emergency-valve pistou, a port therein controlled by said emergencyvalve, the rod connecting said piston and emergency-valve passing through said chamber, and a supplementary air-operated brakepiston connected to said chamber, substantially as described.

5. In an air-brake system, the combination with an auxiliary reservoir and a triple valve, of a brake-cylinder organized to receive air only from said reservoir through said valve, an emergency-valve and a supplementary brake-cylinder,arranged to receive train-pipe air through said emergency-valve only, substantially as described.

In testimony whereof I have hereunto set my hand.

I-l. Il. WESTINGHOUSE.

Witnesses:

R. F. EMERY, S. O. MoCoNAHEY. 

